Air-brake coupling.



PATENTED NOV. 20, 1906.

G. SCHUMAGHER.

AIR BRAKE COUPLING.

APPLICATION FILED JUNE 11,1906.

W1 TNLSSES: 4,

I I p A TTORNE Y5 UNITED STATES PATENT QFFMJE AIR-BRAKE COUPLING.

No. 836,34A.

Specification of Letters Patent.

Patented Nov. 20, 1906.

Application filed June 11. 1906. Serial No. 321,215.

In constructing an effective air-brake coupling by means of which the air-pipes of a train can be automatically connected and disconnected a number of difficulties are encountered. These difliculties are partlydue to the fact that the cars are not always constructed of the same size and proportions, for which reason the body portion of one car, and consequentl the airbrake coupling thereof may be e evated to a greater degree above the road-bed than the coupling of an-- other car of different design. Furthermore, it frequently happens that a train is made up of some cars which are empty and others which are fully loaded, in which case the loaded cars by reason of the com ression of their springs have coupling me'm ers which are disposed lower to the ground than the coupling members of the empty cars. Furthermore, when the cars are old their coupling members frequently become worn and loose, so that they will not always cooperate properly with the cou ling members of new cars. Last, but not east, when automatic air brake couplers are used it isgenerally necessary-that they be pressed positively together in the heme manner as the ordinary car-couplers, for which reason when the carc oupler becomes worn and loose, as frequently happens, so as to permit play between the cars, the delicate mechanism of the auto matic coupling-valves soon becomes worn or destroyed.

The object of my present invention is to overcome the difficulties above set forth and to provide a simple, inexpensive, durable,

in the scope of the claims without departing.

from thespirit of the invention or sacrificing any of its advantages.

In the accompanying drawings, forming a part of this specification, Figure l is a side elevation showing one of the improved airbrake coupling members of this invention secured .to the under side of an ordinary carcou ler. Fig-2 isa front elevation of the airrake coupling. Fig. 3 is alongitudinal horizontal section showing two of the airbrake coupling members interlocked together. Fig. 4- is a rear elevation, partly in section, of one of the coupling'members showing the slip-plate. Fig. 5' is a horizontal section through the forward end or nose ortion of one of the air-brake couplings, s owin the automatic valve. Fig. e is a vertica section throu h the automatic valve, taken at a right ang e to' Fig. 5'.

Like reference numerals indicate corresponding parts in the different figures'of the drawings.

' In viewof the fact that the couplingmemher on one car is exactly the same in form and construction as the coupling member on the adjacent car it will be only necessary to describe one couplin in order to'convey an understanding of hot The'reference-numeral 1 indicates a coupling member which 'is' formed with a reduced tubular stem 2 and an internal bore or supply-passa e 3. Projecting from what I shall termthe inner side of the-coupling mem ber'l is an approximately'semicircular flange 4:, which is formed with a flared entrance portion or wall 5. The flared entrance portion 5' converges into anapproximately semicircul'ar socket 6', having itsinner wall 7 inclined at an angle which is slightly more acute than the angle of the entrance portion 5. The upper and lower walls of the socket 6 are inclined at the same angle as the inner wall 71.

'The outer wall 8, however, of the socket 6 is straight, as shown. The inner 'end of the socket 6 is enlarged, as shown clearly in the drawings. In addition to the flange 4 the coupling member 1 is formed with a nose por tion 9, the outer end of which projects be,-

yond the flange 4 and is rounded slightly, as

shown at 10. At its semilcircular outer end the nose 9 is formed with a rear wall 11, which is inclined at such an angle'as to be parallel with the inner wall 7 of the socket 6. The upper and lower walls 12 at the outer end of the nose 9 are similarly inclined, so that said nose will fit into the socket 6 of the opposite coupling member except that the enlarged inner end of the socket 6 will form an open chamber around the rounded end of said nose 9, as shown in the drawings, whereby any liability of blunting the nose when it is inserted intothe socket is effectually avoidedf I While the automatic valve mechanism by which communication is established between the coupling members of cars when they are connected together and by which this communication is shut ofl when the cars are separated may be of any suitable form and construction, I prefer that this mechanism be constructed as illustrated in the drawings, wherein the numeral 14 illustrates a plu which is threaded and screwed into therear portion of a valve-chamber 15, formed in the outer end of the nose 9, and communicates in any suitable manner with the passage 3.

One portion of the edge or corner of the plug 14 is beveled, preferably as indicated at 16, so as to form a continuation of the inclined Wall 11 of the nose, andlthus avoid offering any outward obstruction. The threaded plug 14 preferably is formed with an annular chamber17, which opens at its inner end into the valve-chamber 15. The valve pro er comprises a body portion 18,

which is ormed with an annular flange 19',

extending back into the annular chamber 17 of the plug 14.

The flange 19 preferably is formed with an annular series of perforations 20. Arranged inside the annular flange 19 is a coil-spring 21, which normally presses the valve inwardly, so that compressed air can pass from the valve-chamber 15 through the perforations 20 and into the annular chamber 17 of the plug 14. On its inner face the body portion 18 is formed with a cone-shaped projection 22, around which is fitted a cone-ring 23, which is secured in position by a cone-shaped steel head 24,.having a threaded shank 24, extending through the cone-shaped projection 22 and being locked against accidental rotation by means of a nut 26, located in the annular chamber 17. i

When the coupling members of the two cars are disengaged, the cone-shaped valve is pressed outw ard by the coil-spring 21 and rests against a cone-shaped valve-seat 28.

Theannular chamber 17 of the plug 14 is always in communication with the valvechamber 15 through the perforations 20 in the flange19, so that the pressure on both sides of the valve will be equal and the valve will work smoothly.

When the two couplers are brought together, the two automatic valves contact witheach other and open so as to permit communication between the two air-brake coupling members. Each cone-shaped valve preferably is guided in its movement by a plurality of columns or valve-guides 29, which are located in the valve-chamber 1'5. and are arranged at suitable intervals around the periphery of the valve.

The inner straight face 30 of the nose 9 preferably is provided with an annular pack- .ing-ring 31, which is suitably set into the face thereof and surrounds the valve-seat28 at a slight distance therefrom.

It Wlll be understood that when two cars are coupled together ,the nose 9 of each member slides along the flared entrance portion 5 of the opposite member andbecomes seated in the socket 6, so as automatically to open the valves by causing the cone-shaped heads 24 to-contact with each other. The semicircular flanges 4 cause the two coupling members to be accurately guided together even when one or the other of them has been displaced either in an upward, downward, or

ateral direction. It is one of the purposes of my invention to combine the air-brake coupling with the ordinary car-coupler, so that both sets of coupling members will be automatically locked at the same moment. Furthermore, it is a purpose of my invention to provide means for yielcingly pressing the air-brake couphng members together, so that they will not be injured by relative movement between the two cars caused by the looseness of the re ular car-coupling, the yielding means whic I employ for this purpose bein also adapted to restore the air-brake coup er automatically to proper position to engage the coupler on another car whenever necessary. The preferred means for accomplishing the above result consists of a bracket 35, which is connected in any suitable manner with an ordinary car-coupler 35 and is provided with an annular depending vertically-disposel mem ber 36,'which is provided with a concavoconvex portion 37, constituting what I shall term a slip-plate. The stem 2 of the coupling 1 extends loosely through the central opening in the slip-plate 37 and is rovided with a nut 38, having a plurality o radially-extending arms 39, having curved ends 40 adapted to contact with the-sli -plate 37 when the coupling is automatical y held in advanced posltion as hereinafter described. The preferred means for holding the coupler in advanced position comprises a bell-crank lever 41, pivoted to the bracket 35, as indicated at 42, and having a short arm 43 and a relatively longer arm 44, provided with a counterbalance-Wei ht 45. The short arm 43 of the bell-crank fever preferably is forked so as to straddle a ring 46. Loosely secure-.1 to the coupling 1 are trunnions 47 which extend through perforations 48 in the ring 46, the perforations 8 being slightly larger than the trunnions 47, so as to permit relative movement of the coupling 1 insir'e the ring 46. The trunnions 48 of the ring 46 extend through perforations 49 in the forked p'ortions of the arm 43, the perforations 49 being larger than the trunnions 48, so as to permit relative movement.

From the foregoing description it will be apparent that a universal connection isprovided' between the lever 41 and the coupling member 1, so that said coupling member can move upward or downward or sidewise with respect to the lever. The rear end 44 of the lever 41 preferably is about twice the length of the short end 43 and is provided with a weight of about fifty pounds, which gives a forward pressure of about one hundred pounds on the ring 46, for which reason When said coupler is free-that is, when it is not connected with another couplerthe lever 41,forces it forward, so that the lateral arms 40 on the rear end of said coupler slip upon the plate 37 and accurately center the coupler with respect to the plate 37. In this way the coupler is automatically held approximately in its proper position, so as to be readily engaged with the coupler of anothercar, the proper engagement of said couplers be ing assured by reason of the fact that they are combined with the ordinary couplers of the cars. In the event that the ordinary couplers are worn, so as to permit relative movement between the two cars, the levers 41 yieldingly hold the two couplers together, so that the cars can move with respect to each other without loosening the" air-brakecoupling or injuring the same.

The improved cou ler of this invention is strong, simple, dura le, and inex ensive in construction, as well as thoroug y eflicient in o eration. I

hile the counterweight 45 under all circumstances will serve to hold the coupler yieldingly in advanced position, still, in view of the fact that upon irregular road-beds the vibration of the cars may be sufficient sometimes to cause the counterweight 45 to swing upward and downward sufficiently to interfere with the air-brake coupling, l refer in some cases to employ a spring 60, which can be secured to the lower surface of the carcoupler 35 and extend downward into engagement with the arm 44. It will be understood that the spring 60, which constitutes means for holding the air-brake coupling yieldingly in advanced position, can be used in addition to the counterweight 45 or as a substitute therefor.

What is claimed is- 1. The combination with a car-coupler, of an air-brake coupling, and counterbalance means for holding said coupling in advanced position. y

2. The combination with a car-coupler, of an air-brake coupling, an angle-lever connected with said coupling, and a counterbalance carried by said angle-lever.

3. The combination with a car-coupler, of

extending through said slip-plate and having lateral arms adapted to engage said plate, an angle-lever connected with said air-brake coupling, and yielding means acting on said plate and having arms to engage the same, a

lever connected with said air-brake coupling, and yielding means acting on said lever for holding said coupling in advanced position.

7. The combination with a car-coupler, of an automatic air-brake coupling, an anglelever having a counterbalance-Weight, and a universal connection between the angle-lever and air-brake coupling.

8. The combination with a car-coupler, of a slip-plate, an air-brake coupling having a stem extending through said slip-plate and provided withlateral arms to engage said plate, an angle-lever fulcrumed above said slip-plate and having a counterbalanceweig'ht connected therewith, and a universal connection between the angle-lever and the air-brake coupling.

9. An air-brake coupling having a flange formed with a flared entrance portion and a centrally-disposed socket, and a nose, the outer end of which is of approximately the same shape as the socket. I

10. Anair-brake coupling having a flange formed with a flared entrance portion and an approximately semicircular tapering socket communicating with the flared entrance por' tion, a nose having an ap roximately semicircular tapering outer en of approximately the same shape as the socket, and an automatic valve in said nose.

11. An air-brake coupling having a flange formed with a flared entrance portion, a nose having a valve-chamber therein formed with a valve-seat, a plug removably fitted into the outer end of the side of the nose and having an annular, chamber therein, a valve comprising a body portion having an annular perforated flange extending into the annular chamber, and a cone-shaped projection extending 'h'om its outer face, a cone-ring fitting around said projection and a cone-shaped head having a shank extending through the body ortion and rovided with a nut located in said annu ar chamber, and a coils ring in said annular chamber for forcing t e valve outward.

12. An air-brake coupling comprising a con ling member having a flange formed an annular slip-plate, an air-brake coupling Wit a flared entrance portion and a socket,

a nose, an. automatic valve iI1 'S&id nose, a Invtestimony that I claim the foregoing as guide-plate surrounding the rear end of said my own I have hereto aflixed my signature coufiling member, lateral arm's connected in the presence of two Witnesses. Wit saidcouplin member and'engaging said CARL SCHUMACHER.

5 plate, and an ang e-lcver firovided 'with coun- Witnesses:

terbalance means and swing a universal HERMAN JOSEPH STEPHOON, connection with said coupling member. CARL WUEs'r. 

